WO2015101706A1 - Control system and control method for an internal combustion engine, and an internal combustion engine - Google Patents
Control system and control method for an internal combustion engine, and an internal combustion engine Download PDFInfo
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- WO2015101706A1 WO2015101706A1 PCT/FI2014/051021 FI2014051021W WO2015101706A1 WO 2015101706 A1 WO2015101706 A1 WO 2015101706A1 FI 2014051021 W FI2014051021 W FI 2014051021W WO 2015101706 A1 WO2015101706 A1 WO 2015101706A1
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- primary output
- transfer function
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- derivative
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
- F02D43/04—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment using only digital means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D41/1402—Adaptive control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D28/00—Programme-control of engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
- F02M55/025—Common rails
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1422—Variable gain or coefficients
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0602—Fuel pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/31—Control of the fuel pressure
Definitions
- the invention concerns in general the technology of internal combustion en- gines, such as large diesel engines.
- the invention concerns the way in which feedback control is utilized to control the values of dynamic quantities in the internal combustion engine during its operation.
- FIG 1 is a schematic illustration of a process 101 and a controller 102 that applies feedback control.
- a sensor 103 monitors the state of the process 101 and produces a feedback value, which is an indicator of a measured dynamic quantity such as e.g. pressure, temperature, speed, frequency, flow rate, surface level, or the like.
- the controller 102 compares the feedback value to a setpoint value and produces an output on the basis of the comparison.
- the output constitutes a control signal to an actuator 104, with the aim of changing the state of the process 101 so that the difference between the feedback value and the setpoint value would become as small as possible.
- Known feedback control schemes may include for example proportional control, integral control, and/or derivative control.
- the intensity of corrective action depends on current difference to setpoint (proportional), weighted sum of current and previous differences (integral), or slope of the difference over time (derivative).
- Disturbances are factors that tend to change the state of the process 101 . Measurable disturbances are those, the effects of which are known beforehand and/or can be measured online with reasonable accuracy. Additionally there are non-measurable disturbances, which may involve e.g. the mechanical wear of components in the process 101 . The effect of non-measurable dis- turbances on the state of the process 101 are difficult, if not impossible, to predict.
- Fig. 1 Pure closed-loop feedback control such as in fig. 1 involves the inherent disadvantage that it only reacts to effects that have already taken place in the process, and thus involves certain latency and dynamics.
- Fig. 2 illustrates how this disadvantage can be at least partly dealt with by adding an element of feed-forward control.
- the control system shown in fig. 2 comprises, in addition to the elements explained above in association with fig. 1 , a feed-forward con- trailer 201 . It is configured to receive one or more input values that are indicative of the currently actual measurable disturbances.
- the feed-forward controller 201 produces an output that is at least partly based on its input value(s).
- the outputs of both the feedback controller 102 and the feed-forward controller 201 are coupled to a combiner 202, which delivers their combination as a con- trol signal to the actuator 104.
- the combination is not necessarily a straightforward sum, but it is intuitive to think that the way in which the actuator 104 should affect the state of the process 101 takes into account the outputs of both controllers.
- the process 101 is common rail fuel injection
- the sensor 103 monitors the pressure in the fuel delivery line delivering fuel to injectors for injecting into cylinders of the internal combustion engine.
- the actuator 104 drives the flow control valve, which controls the fuel flow into the fuel delivery line (i.e. the rail).
- a deliberate increase in injection duration is a measurable disturbance. If only feedback control was applied according to fig. 1 , the increased injection duration would cause a pressure drop.
- the sensor 103 would convey decreasing pressure values to the feedback controller 102, which would then try to compensate the measured pressure drop by using the actuator 104 to open more the flow control valve. Latency and dynamics in the feedback control loop would mean that a certain transient drop in the common rail pressure was inevitable.
- the feed-forward controller 201 would receive information about the increase in injection duration in real time.
- the feed-forward controller 201 can then react quickly by producing an output signal which, after going through the combiner 202, increases the fuel flow into the rail faster than in the simple feedback control case explained above.
- the weakness of the combined control approach of fig. 2 is that the feedforward controller 201 inevitably operates on the basis of assumptions about how the measurable disturbances will affect the process. Such assumptions may lose their accuracy over time, or they may fail to take into account unex- pected changes. For example, in a new engine that receives clean fuel a command to increase injection duration by a certain fraction of crank angle will cause a certain increase in the injected amount of fuel per cycle. If 5000 hours of operation have passed since the last injector overhaul, and/or if the consistency of the fuel is not quite what it should be, the same command may cause a significantly different increase in the injected amount of fuel. Mechanical wear of injectors and varying consistency of fuel are examples of non- measurable disturbances.
- control approach could take into account also non-measurable disturbances, despite them being non-measurable.
- the control approach should be versatile so that it could be applied to controlling various processes in the internal combustion engine.
- Advantageous objectives of the invention are achieved by using a primary controller for feedback-type control and a secondary controller for feed-forward- type control, and by additionally making the secondary controller aware of trends in the output of the primary controller so that the operation of the sec- ondary controller can be changed in an adaptive manner.
- a desired kind of adaptation of the secondary controller can be implemented so that the aim is to maintain the output of the primary controller at a fixed value, which may be zero or other corresponding "neutral" value.
- a neutral output of the primary controller is defined as the output the primary controller produc- es when it does not try to actively affect the state of the controlled process. Filtering, such as taking a mean or median value over a predefined time window, can be applied in order to make the adaptation of the secondary controller concentrate on trends in the primary controller output rather than transients.
- Fig. 1 illustrates a prior art feedback control scheme
- fig. 2 illustrates a known combination of feedback and feed-forward control
- fig. 3 illustrates an adaptive control system and method
- fig. 4 illustrates an example of adapting a transfer function
- fig. 5 illustrates another example adapting a transfer function
- fig. 6 illustrates another example of adapting a transfer function
- fig. 7 illustrates the application of an adaptive control system for controlling fuel pressure in a common rail.
- Fig. 3 can be read as an illustration of a control system for an internal combus- tion engine, by associating the illustrated entities with functional blocks of the control system.
- fig. 3 can be read as an illustration of a method for controlling a process in an internal combustion engine, by associating the illustrated entities with method steps. Both interpretations are explained in more detail below.
- the control system comprises a primary controller 301 that is configured to compare a feedback value to a setpoint value and to produce a primary output.
- the primary output is formed on the basis of said comparison; as a very simple example any change in the primary output may be proportional to the difference between the feedback value and the setpoint value. More elaborate relations between the primary output and the result of the comparison are possible.
- the proportionality (if any) between any change to the primary output and the difference between the feedback value and the setpoint value may be linear, squared (and signed), or exponential, or it may have some other form.
- the feedback value is an indicator of a measured dynamic quantity in a process 101 of the internal combustion engine.
- the sensor 103 is a pressure sensor that may convert the measured pressure to a corresponding voltage, current, or resistance value.
- the feedback value could be even a mechanical displacement, for example if the measurement of pressure was based on a reversible deformation caused by said pressure, but since the implementation of feedback control typically involves an electronic control system, feedback values in electric form are preferable.
- a secondary controller 302 is configured to receive an input value and to produce a secondary output.
- the words "primary” and “secondary” are just names that are used for the sake of unambiguous literal reference, and they include no connotations about e.g. the mutual significance of the control functions, or the respective control functions taking place in some particular order.
- the input value is schematically shown as coming to the secondary controller 302 from the left, and it is an indicator of a measurable disturbance affecting the process 101 .
- the production of a secondary output in the secondary controller 302 takes place according to a transfer function.
- the output value s(t) to be produced at a particular time t may include a weighted sum of the current input value i(t) and some previous input values according to the general formula where the a n are summing weights and the i(t - n) are the input values at times t, (tA), (t-2), ... (t-N).
- the present invention does not place any particular restrictions to the transfer function, but in graphical illustrations and examples it is most straightforward to use a time-independent one-to-one relationship that maps each input value to a corresponding output value.
- a combiner 303 is coupled to receive the primary output from the primary con- trailer 301 and the secondary output from the secondary controller 302. It is coupled to deliver a combination of them as a control signal to an actuator 104, which in turn is configured to affect the process 101 .
- the word combination is used here in a wide sense. It may mean a simple sum of the primary and secondary outputs, or it may mean a weighted sum, a filtered sum, and/or some other result that takes into account the outputs of both controllers and has a range of possible values that is suited to drive the actuator 104 so that the desired effect on the process 101 is achieved.
- the secondary controller 302 is coupled to receive the primary output as such and/or some derivative thereof.
- the word derivative as used here means "something that is derived from”, and is thus not restricted to e.g. a time derivative. Examples of derivatives meant here are for example a mean or median value of the primary output over a predefined time window.
- the secondary controller 302 is configured to adapt its transfer function based at least partly on an aim of maintaining the primary output at a fixed value.
- This fixed value is preferably a so-called neutral value; in other words, the act of adapting the transfer function in the secondary controller aims at achieving a situation in which the primary controller would not try to actively affect the state of the controlled process 101 .
- Adapting the transfer function is illustrated in the following with some exam- pies, and with reference to figs. 4, 5, and 6.
- fig. 4 the leftmost case illustrates a situation where the transfer function takes initially the form of a rela- tively smooth curve.
- the secondary controller becomes aware that the primary output (or a derivative thereof, as mentioned above) has the value ⁇ -L.
- the secondary controller is configured to respond by augmenting or scaling all outputs given by the transfer function with a constant that is equal or proportional to the value ⁇ ⁇ (being equal is a special case of being linearly proportional, with the linear proportionality constant 1 ). Augmenting all outputs of the transfer function by ⁇ is shown in the middle part of fig . 4.
- the middle part of fig. 4 shows that a next value of the primary output (or a derivative thereof, as mentioned above) is received, and has the value - ⁇ 2 .
- the input / ' to the secondary controller had some other, relatively large value, for which reason the circled-cross symbol of the newly received primary output (or derivative thereof) appears in the right-hand part of the input/output diagram.
- the following response of the secondary controller in adapting the transfer function is shown in the right part of fig. 4: this time the secondary controller responds by augmenting all outputs of the transfer function by - ⁇ 2 .
- the act of adapting the transfer function means in this case moving the transfer function curve up or down by the amount indicated by the primary output (or derivative thereof).
- the value on which the adapting is based is some filtered version of the primary output value, like a mean or median value over a relatively long time window.
- this kind of approach to adapting the transfer function is most suitable for cases in which we may be reasonably sure about the form of the transfer function, but non-measurable disturbances that are discrete by appearance and take place relatively seldom constitute a basis for the adaptation.
- An example of such a non-measurable disturbance could be a change in the exact constitu- tion of fuel. When a nearly empty fuel tank is filled to the top from a different source than earlier, the exact constitution of fuel that is available to the engine may change relatively abruptly, but stays more or less the same after that, until the next fill-up.
- the leftmost part illustrates the same starting point as above in fig. 4: the initial form of the transfer function is a relatively smooth curve, and a primary output value (or derivative thereof) is found to have the magnitude ⁇ ⁇ during a period of time when a characteristic input to the second controller was i .
- the secondary controller does not start moving the whole transfer function curve. Rather, it associates said primary output (or derivative thereof) with a particular sub-range of input values ⁇ , which includes the input i that was characteristic for a period of time over which said primary output (or derivative thereof) was obtained.
- the secondary controller adapts locally the transfer function so that outputs that the previous form of the transfer function gives for inputs within said sub-range are augmented with values proportional to said primary output (or derivative thereof).
- the middle part of fig. 5 shows one example of such local adapting.
- the transfer function curve is stretched so that it reaches the point that was above the original transfer function curve by ⁇
- the effect of the adaptation is inversely proportional to the difference between the respective input and the characteristic input mentioned above.
- Another possibility would have been to cut a piece of the original transfer function curve within the sub-range of input values ⁇ , and to move that piece translationally upwards by ⁇ -L, but that would naturally result in a discontinuity in the transfer function curve at both ends of the sub-range ⁇ .
- t(i) is an augmentation function that is defined within the sub-range of input values ⁇ .
- the middle part of fig. 5 also shows that the next received primary output (or derivative thereof) is associated with a significantly larger concurrent input value, and is below the (original!) transfer function curve by ⁇ 2 .
- the rightmost part of fig. 5 shows how also in that case the transfer function has been adapted locally so that outputs that the previous form of the transfer function gives for inputs within the appropriate sub-range (not separately shown) are augmented with values proportional to said primary output (or derivative thereof). Again, graphically the result seems like stretching the transfer function curve so that one part of it reaches the point at which the circled-cross symbol appeared.
- Fig. 6 illustrates yet another example of adapting a transfer function.
- the secondary controller has the nature of a self-organizing map or neural network, and it is coupled to receive two different and mutually independent types of input values.
- INPUT 1 each possible pair of received values
- INPUT 2 makes the secondary controller produce a secondary output, the value of which is represented by the phase angle (angle in relation to the horizontal direction to the right) of the corre- sponding arrow in the drawing.
- the transfer function is equal to the unambiguous mapping from each possible pair of input values to the corresponding output value.
- a primary output (or derivative thereof) is received in the secondary controller, and said primary output concerns a time period during which a particular characteristic pair of values (INPUT 1 , INPUT 2) is received by the secondary controller as represented by point 601 .
- INPUT 1 a characteristic pair of values
- the received primary output defines the new secondary output value 603 in a way that is analo- gous to that applied above in figs. 4 and 5: it is assumed that if the secondary output had already had the value 603, the corresponding primary output would have had a neutral value.
- a further assumption in the left-hand part of fig. 6 is that the concept "sub- range of input values" that was used in association with fig. 5 has a corresponding two-dimensional form in the self-organizing map or neural network.
- the effect of changing the output value associated with point 601 will "bleed" into its immediate surroundings, and cause similar (yet smaller) changes in the output values associated with neighboring points.
- the points that will be affected are those that fit in the elliptical region 604.
- the right-hand side of fig. 6 shows the self-organizing map or neural network after the whole adaptation round has been made.
- Dashed lines illustrate the previous output values associated with those points for which a new output value was defined as a part of adapting the transfer function (note that the previous value for the actual point 601 is not shown any more on the right, because it was already shown in the left-hand part).
- mapping from two inputs to one (secondary) output in fig. 6 can be generalized so that the secondary controller may have any number of mutually depending and/or mutually independent inputs, as long the transfer function is unequivocally defined as a mapping from each possible combination of input values to a corresponding secondary output value.
- Fig. 7 illustrates one possible practical application of a control system described above in an internal combustion engine, such as a large diesel engine of the common rail type.
- a fuel delivery line 701 On the lower right in the drawing are a fuel delivery line 701 and one or more injectors 702 for injecting fuel coming from the fuel delivery line 701 into cylinders (not shown) of the internal combustion engine.
- the dynamic quantity to be measured is the fuel pressure in the fuel delivery line 701 .
- a sensor 103 is configured to measure the fuel pressure and to provide a feedback value to the primary controller 301 , which feedback value is an indicator of the measured fuel pressure.
- the actuator 104 is a flow control apparatus that is configured to regulate the flow of fuel 703 into the fuel delivery line 701 .
- the input value to the secondary controller 302 is an indicator of the injection duration of one or more of the injectors 702.
- a deliberate increase in injection duration aims at increasing the output power of the engine, and requires a corresponding increase in the flow of fuel into the fuel delivery line 701 .
- the secondary controller 302 receives an input that indicates an increase in injection duration, it produces a secondary output that goes through the combiner 303 to the actuator 104 and increases the fuel flow.
- Non-measurable disturbances include all such factors that make this increase in fuel flow inaccurate for reasons that would be difficult or impossible to predict. For example if the flow control apparatus is worn, a particular movement of the actuator 104 may increase the fuel flow too much or too little. Feedback control through the loop including the sensor 103 and primary controller 301 corrects the fuel pressure, and the secondary controller 302 receives knowledge about the appeared need for correction in the form of the primary output that the primary controller 301 produced. If the initial increase in fuel flow was too small, the primary controller 301 produced a primary output that moved the actuator 104 a little bit further. The secondary controller 302 notices this, so it becomes aware that next time when a similar increase in injection duration is made, the secondary controller 302 should already in the first place move the actuator 104 a little more than previously.
- pilot fuel injection is used in a dual-fuel engine (or pilot gas injection in a solely gas-fuelled engine)
- pilot fuel pressure or pilot gas pressure
- the main gas pressure control could come into question, so that the main gas duration is used as an input value to the secondary controller and the main gas pressure as a feedback value to the primary controller.
Abstract
Description
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Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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EP14821238.4A EP3090167B1 (en) | 2014-01-03 | 2014-12-17 | Control system and control method for an internal combustion engine, and an internal combustion engine |
KR1020167021041A KR102067868B1 (en) | 2014-01-03 | 2014-12-17 | Control system and control method for an internal combustion engine, and an internal combustion engine |
CN201480072006.8A CN105934575B (en) | 2014-01-03 | 2014-12-17 | Control system and control method and internal combustion engine for internal combustion engine |
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FI20145008A FI125058B (en) | 2014-01-03 | 2014-01-03 | Control system and control method for internal combustion engine, and internal combustion engine |
FI20145008 | 2014-01-03 |
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WO2015101706A1 true WO2015101706A1 (en) | 2015-07-09 |
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PCT/FI2014/051021 WO2015101706A1 (en) | 2014-01-03 | 2014-12-17 | Control system and control method for an internal combustion engine, and an internal combustion engine |
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EP (1) | EP3090167B1 (en) |
KR (1) | KR102067868B1 (en) |
CN (1) | CN105934575B (en) |
FI (1) | FI125058B (en) |
WO (1) | WO2015101706A1 (en) |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0735260A2 (en) * | 1995-03-31 | 1996-10-02 | Ford Motor Company | Returnless fuel delivery mechanism with adaptive learning |
US6497223B1 (en) * | 2000-05-04 | 2002-12-24 | Cummins, Inc. | Fuel injection pressure control system for an internal combustion engine |
US6581574B1 (en) * | 2002-03-27 | 2003-06-24 | Visteon Global Technologies, Inc. | Method for controlling fuel rail pressure |
US20040231641A1 (en) * | 2003-05-22 | 2004-11-25 | Wind Robert Harold | Method and apparatus for adaptively controlling a device to a position |
WO2006040212A1 (en) * | 2004-10-12 | 2006-04-20 | Robert Bosch Gmbh | Method for the operation of a fuel injection system especially of a motor vehicle |
US20100318231A1 (en) * | 2006-12-06 | 2010-12-16 | Foerster Christoph | Method for adapting a drag coefficient of a flow control valve |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
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KR100399185B1 (en) * | 2001-06-18 | 2003-09-22 | 기아자동차주식회사 | Fuel Supply Control Method in Common-Rail Direct Injection Engine |
JP4209435B2 (en) * | 2006-10-19 | 2009-01-14 | 本田技研工業株式会社 | Control device |
CN101387236B (en) * | 2008-11-03 | 2010-06-23 | 北京汽车研究总院有限公司 | Variable nozzle turbocharging control method and system |
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2014
- 2014-01-03 FI FI20145008A patent/FI125058B/en active IP Right Grant
- 2014-12-17 KR KR1020167021041A patent/KR102067868B1/en active IP Right Grant
- 2014-12-17 CN CN201480072006.8A patent/CN105934575B/en active Active
- 2014-12-17 EP EP14821238.4A patent/EP3090167B1/en active Active
- 2014-12-17 WO PCT/FI2014/051021 patent/WO2015101706A1/en active Application Filing
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0735260A2 (en) * | 1995-03-31 | 1996-10-02 | Ford Motor Company | Returnless fuel delivery mechanism with adaptive learning |
US6497223B1 (en) * | 2000-05-04 | 2002-12-24 | Cummins, Inc. | Fuel injection pressure control system for an internal combustion engine |
US6581574B1 (en) * | 2002-03-27 | 2003-06-24 | Visteon Global Technologies, Inc. | Method for controlling fuel rail pressure |
US20040231641A1 (en) * | 2003-05-22 | 2004-11-25 | Wind Robert Harold | Method and apparatus for adaptively controlling a device to a position |
WO2006040212A1 (en) * | 2004-10-12 | 2006-04-20 | Robert Bosch Gmbh | Method for the operation of a fuel injection system especially of a motor vehicle |
US20100318231A1 (en) * | 2006-12-06 | 2010-12-16 | Foerster Christoph | Method for adapting a drag coefficient of a flow control valve |
Also Published As
Publication number | Publication date |
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FI125058B (en) | 2015-05-15 |
EP3090167B1 (en) | 2019-02-06 |
CN105934575A (en) | 2016-09-07 |
KR20160104070A (en) | 2016-09-02 |
FI20145008A (en) | 2015-05-15 |
CN105934575B (en) | 2018-12-14 |
EP3090167A1 (en) | 2016-11-09 |
KR102067868B1 (en) | 2020-01-17 |
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